JP4314585B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine that controls the opening of an intake control valve in accordance with the operating state of the internal combustion engine.

  An internal combustion engine mounted on a vehicle is provided with an intake control valve for adjusting the flow of intake air in an intake passage of the internal combustion engine, as described in Patent Document 1 (Japanese Patent No. 3427452). There is one that stabilizes the combustion state by adjusting the strength of swirl flow and tumble flow generated in the cylinder by controlling the opening degree of the intake control valve in three stages according to the rotation speed and load .

Further, as described in Patent Document 2 (Japanese Patent Laid-Open No. 62-85148), an in-cylinder pressure sensor is provided in each cylinder of the internal combustion engine, and based on the in-cylinder pressure detected by the in-cylinder pressure sensor. The combustion period is calculated, and a swirl ratio correction amount is obtained based on the combustion period, the rotational speed of the internal combustion engine and the intake air amount, and the opening degree of the intake control valve (swirl control valve) is calculated using the swirl ratio correction amount. There is something to be corrected.
Japanese Patent No. 3427452 (first page to second page, etc.) JP-A-62-85148 (pages 3 to 4 etc.)

  However, since the technique of Patent Document 1 only switches the opening of the intake control valve according to the rotational speed and load of the internal combustion engine, intake control due to variations in the dimensions of the intake control valve, play of gears in the drive unit, and the like. Even if the intensity of the swirl flow or the tumble flow decreases due to variation in the opening of the valve and the combustion state deteriorates, there is a drawback that it cannot be corrected.

  In the technique disclosed in Patent Document 2, the combustion period is calculated based on the in-cylinder pressure detected by the in-cylinder pressure sensor, and a correction amount based on the combustion period and the operating conditions (rotation speed and intake air amount) is calculated. This is used to correct the opening of the intake control valve. In other words, the combustion period is a parameter for evaluating the combustion state, but on the other hand, the combustion period has a characteristic that it varies depending on the operating conditions (rotation speed and intake air amount). In order to correct the opening degree of the intake control valve in accordance with (combustion state information), the correction amount of the opening degree of the intake control valve is calculated based on the combustion period and operating conditions (rotational speed and intake air amount). I am doing so. For this reason, there is a drawback in that the calculation processing for correcting the opening degree of the intake control valve becomes complicated and the calculation load of the control device increases.

  The present invention has been made in consideration of these circumstances. Therefore, the object of the present invention is to correct the opening degree variation of the intake control valve so as to optimize the combustion state, and to control the load of the control device. An object of the present invention is to provide a control device for an internal combustion engine that can satisfy the demand for mitigation.

In order to achieve the above object, an invention according to claim 1 includes an intake control valve that adjusts the flow of intake air of the internal combustion engine, and controls the opening of the intake control valve in accordance with the operating state of the internal combustion engine. In the engine control apparatus, an in-cylinder pressure detecting means for detecting an in-cylinder pressure of the internal combustion engine is provided, and a combustion section from the start of combustion of the internal combustion engine to the end of combustion based on the in-cylinder pressure detected by the in-cylinder pressure detecting means The total heat generation center of gravity position is calculated by the total heat generation amount center of gravity position calculating means, and the opening degree of the intake control valve is determined based only on the total heat generation amount center of gravity position calculated by the total heat generation amount center of gravity position calculating means. The first feature is correction by the intake control valve opening correction means, and further, when the intake control valve is controlled to a predetermined opening, the total heat generation amount center of gravity position is more than the target position set to a fixed value. If the valve is on the retard side, open the intake control valve. The correction in the closing direction, the total heat production center of gravity in the case of the advance side than the target position is the second feature to correct the opening degree of the intake control valve in the opening direction.

If the intake air flow rate decreases and the airflow strength in the cylinder (the strength of the swirl flow or tumble flow) decreases due to variations in the opening of the intake control valve, the combustion state deteriorates. Further, as shown in FIG. 5, when the combustion state deteriorates, the total heat generation amount center of gravity position changes in the retarding direction. Therefore, the total heat generation amount center of gravity position depends on the combustion state and thus the intake control valve opening. This is a parameter for evaluating the degree variation. Therefore, as in the present invention, if the opening degree of the intake control valve is corrected based only on the position of the center of gravity of the total heat generation amount, the combustion state can be optimized by correcting the opening degree variation of the intake control valve. In addition, since the total heat generation center of gravity position is a substantially constant value regardless of the operating conditions such as the engine rotation speed, the engine rotation speed can be corrected by correcting the opening of the intake control valve using the total heat generation amount center of gravity position. Even without using such operating conditions, the opening degree of the intake control valve can be accurately corrected without being affected by the operating conditions, and the calculation load of the control device can be reduced.

  In this case, as in claim 2, a predetermined position within a range of 10% to 90% of the total heat generation amount in the combustion section from the start of combustion to the end of combustion may be calculated as the total heat generation amount gravity center position. More preferably, as in claim 3, the position of 50% of the total heat generation amount in the combustion section from the start of combustion to the end of combustion is calculated as the total heat generation amount center of gravity position. In this way, the center of gravity of the total heat generation amount becomes a parameter that accurately reflects the combustion state (variation in opening of the intake control valve), and the correction accuracy of the opening of the intake control valve can be further improved.

In addition, the specific correction method for the opening degree of the intake control valve is that the total heat generation center of gravity position is set to a fixed value when the intake control valve is controlled to a predetermined opening degree as in claim 1 . If the retard side than the target position by correcting the opening degree of the intake control valve in the closing direction, the opening degree of the intake control valve when the total heat production center of gravity of the advance side than the target position It is better to correct in the opening direction.

  In other words, when the total heat generation center of gravity position is retarded from the target position, the opening degree of the intake control valve varies in the opening direction, the flow rate of the intake air decreases, and the airflow strength in the cylinder (swirl flow or The strength of the tumble flow) has been reduced, so the combustion state has deteriorated and the center of gravity of the total heat generation has been determined to have changed to the retarded side from the target position, and the opening of the intake control valve is Correct in the closing direction. As a result, the flow rate of the intake air can be increased to increase the strength of the airflow in the cylinder, and the combustion state can be optimized. On the other hand, if the total heat generation center of gravity position is more advanced than the target position, it is determined that the opening of the intake control valve varies in the closing direction, and the opening of the intake control valve is corrected in the opening direction. To do.

  By the way, a system (for example, an ignition timing map corresponding to the control mode of the intake control valve) that sets the ignition timing according to the control mode (for example, fully closed position control, intermediate opening control, fully open position control) of the intake control valve is used. In the system for setting the ignition timing), since an appropriate ignition timing corresponding to the target opening degree of the control mode of the intake control valve is set, the opening degree of the intake control valve is corrected based on the total heat generation center of gravity position. As a result, the ignition timing may deviate from an appropriate value.

Therefore, as in claim 4 , when the ignition timing is set by the ignition timing setting means in accordance with the control mode of the intake control valve, the opening degree of the intake control valve is corrected based on the total heat generation amount center of gravity position. At this time, the ignition timing set by the ignition timing setting means may be corrected based on the total heat generation amount gravity center position. In this way, when the opening degree of the intake control valve is corrected based on the total heat generation amount gravity center position, the ignition timing can be corrected accordingly and the ignition timing can be set to an appropriate value.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
First, a schematic configuration of the entire engine control system will be described with reference to FIG. An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11 that is an internal combustion engine, and an air flow meter 14 that detects the intake air amount is provided downstream of the air cleaner 13. A throttle valve 16 whose opening is adjusted by a motor 15 and a throttle opening sensor 17 that detects the opening (throttle opening) of the throttle valve 16 are provided on the downstream side of the air flow meter 14.

  Further, a surge tank 18 is provided on the downstream side of the throttle valve 16, and an intake pipe pressure sensor 19 for detecting the intake pipe pressure is provided in the surge tank 18. The surge tank 18 is provided with an intake manifold 20 that introduces air into each cylinder of the engine 11, and an intake control valve 30 that adjusts the flow of intake air in the vicinity of the intake port of the intake manifold 20 of each cylinder; A fuel injection valve 21 for injecting fuel is attached. An ignition plug 22 is attached to the cylinder head of the engine 11 for each cylinder, and the air-fuel mixture in the cylinder is ignited by spark discharge of each ignition plug 22.

  On the other hand, the exhaust pipe 23 of the engine 11 is provided with an exhaust gas sensor 24 (air-fuel ratio sensor, oxygen sensor, etc.) for detecting the air-fuel ratio or rich / lean of the exhaust gas. A catalyst 25 such as a three-way catalyst for purifying gas is provided.

  A cooling water temperature sensor 26 that detects the cooling water temperature and a crank angle sensor 28 that outputs a pulse signal each time the crankshaft 27 of the engine 11 rotates a predetermined crank angle are attached to the cylinder block of the engine 11. Based on the output signal of the crank angle sensor 28, the crank angle and the engine speed are detected.

  Further, the cylinder head of the engine 11 is provided with an in-cylinder pressure sensor 31 (in-cylinder pressure detecting means) for detecting the in-cylinder pressure for each cylinder (or only a specific cylinder). The in-cylinder pressure sensor 31 may be of a type integrated with the spark plug 22 or may be of a type attached so that a sensor part separate from the spark plug 22 faces the combustion chamber. Also good.

  Outputs of these various sensors are input to a control circuit (hereinafter referred to as “ECU”) 29. The ECU 29 is mainly composed of a microcomputer, and executes various engine control programs (not shown) stored in a built-in ROM (storage medium), so that the fuel injection valve 21 according to the engine operating state. The fuel injection amount and the ignition timing of the spark plug 22 are controlled.

  As shown in FIG. 2, each intake control valve 30 is provided to open and close with a shaft 32 connected to the lower end side as a rotation axis, and a motor (not shown) connected to the shaft 32. The opening is adjusted by. A notch 33 for generating a tumble flow is formed in the cylinder above the intake control valve 30, and the intake passing through the notch 33 of the intake control valve 30 as the opening of the intake control valve 30 decreases. The air flow rate is increased and the strength of the tumble flow in the cylinder is increased.

  The ECU 29 is generated in the cylinder by executing an intake control valve control program (not shown) to switch the opening of the intake control valve 30 to a plurality of stages (for example, three stages) according to the engine operating state. The combustion state is stabilized by adjusting the strength of the tumble flow. In this embodiment, the intake control valve 30 is controlled to a fully closed position (a position that is substantially perpendicular to the flow direction of intake air) in a low rotation / low load region when the engine is started. On the other hand, in the high rotation / high load region, the intake control valve 30 is controlled to the fully open position (position substantially parallel to the flow direction of intake air). In the other operation region (medium rotation / medium load region), the intake control valve 30 is controlled to an intermediate opening (a position opened by a predetermined angle θ from the fully closed position).

  By the way, if the flow rate of the intake air passing through the notch 33 is reduced due to the opening degree variation of the intake control valve 30, and the strength of the tumble flow in the cylinder is reduced, the combustion state is deteriorated.

  Therefore, the ECU 29 executes an intake control valve opening correction program shown in FIG. 6 described later to start combustion based on the in-cylinder pressure detected by the in-cylinder pressure sensor 31 when a predetermined correction execution condition is satisfied. The center of gravity position of the total heat generation amount in the combustion section from the end of combustion to the end of combustion is calculated, and when the total heat generation amount center of gravity position is retarded from the target position, the opening degree of the intake control valve 30 is in the opening direction. Since the flow velocity of the intake air passing through the notch 33 is reduced and the strength of the tumble flow in the cylinder is reduced, the combustion state is deteriorated and the total heat generation center of gravity position is higher than the target position. The opening degree of the intake control valve 30 is corrected in the closing direction by determining that it has changed to the retard side. As a result, the flow rate of the intake air passing through the notch 33 of the intake control valve 30 is increased to increase the strength of the tumble flow in the cylinder, thereby optimizing the combustion state. On the other hand, if the total heat generation center of gravity position is on the more advanced side than the target position, it is determined that the opening degree of the intake control valve 30 varies in the closing direction, and the opening degree of the intake control valve 30 is changed to the opening direction. To correct.

Here, a method of calculating the total heat generation amount gravity center position will be described with reference to FIGS.
FIG. 3 is a time chart showing the relationship between the in-cylinder pressure and the heat generation amount.
FIG. 4 is a time chart showing the relationship between the total heat generation amount and the total heat generation amount center of gravity position.
FIG. 5 is a time chart showing the relationship between the combustion state and the total heat generation amount center of gravity position.

In general, the heat generation amount at the crank angle θ is calculated by the following equation.
Heat generation amount = {dP (θ) · V (θ) + κ · P (θ) · dV (θ)} / (κ−1)
κ: Specific heat ratio
P (θ): In-cylinder pressure at crank angle θ
dP (θ): In-cylinder pressure change amount at crank angle θ
V (θ): combustion chamber volume at crank angle θ
dV (θ): Combustion chamber volume change at crank angle θ

Further, the total heat generation amount in the combustion section from the start of combustion to the end of combustion is calculated by the following equation.
Total heat generation amount = ∫ (heat generation amount) dθ

  As shown in FIG. 4, in this embodiment, the crank angle at which the total heat generation amount reaches 50% (that is, the total heat generation amount from the start of combustion reaches 50% of the total heat generation amount from the start of combustion to the end of combustion). ) Is defined as the position of the center of gravity. Note that the total heat generation amount center of gravity position is not limited to the position of 50% of the total heat generation amount, but is a predetermined position within the range of 10% to 90% of the total heat generation amount (for example, 40% position, 45% position, 55 % Position, 60% position, etc.) may be used as the total heat generation center of gravity position.

  When the flow rate of the intake air passing through the notch 33 is reduced due to the opening degree variation of the intake control valve 30 and the strength of the tumble flow in the cylinder is reduced, the combustion state is deteriorated. Further, as shown in FIG. 5, when the combustion state deteriorates, the total heat generation center of gravity position changes in the retarding direction. Therefore, the total heat generation center of gravity position of the intake control valve 30 depends on the combustion state. This is a parameter for evaluating opening variation. Therefore, if the opening degree of the intake control valve 30 is corrected based on the position of the center of gravity of the total heat generation amount, the variation in the opening degree of the intake control valve 30 can be corrected and the combustion state can be optimized. Moreover, since the total heat generation amount center of gravity position is a substantially constant value regardless of the operating conditions such as the engine rotation speed, the operation condition can be determined by correcting the opening degree of the intake control valve 30 using the total heat generation amount center of gravity position. It is possible to accurately correct the opening degree of the intake control valve 30 without being affected by the above.

  Further, the ECU 29 executes an ignition timing setting program shown in FIG. 7 to be described later, so that a map of the ignition timing corresponding to the control mode (fully closed position control, intermediate opening control, fully opened position control) of the intake control valve 30 is obtained. When the basic ignition timing A corresponding to the engine speed and load is calculated and the opening degree of the intake control valve 30 is corrected based on the total heat generation center of gravity position, the total heat generation amount center of gravity position is set. A corresponding ignition timing correction amount B is calculated, and the basic ignition timing A is corrected by the ignition timing correction amount B to set a final ignition timing. Thereby, when the opening degree of the intake control valve 30 is corrected based on the total heat generation amount gravity center position, the ignition timing is corrected accordingly and the ignition timing is set to an appropriate value.

  The processing contents of the intake control valve opening correction program of FIG. 6 and the ignition timing setting program of FIG. 7 executed by the ECU 29 will be described below.

[Intake control valve opening correction program]
The intake control valve opening correction program of FIG. 6 is executed at a predetermined cycle after the ECU 29 is turned on. When this program is started, first, in step 101, it is determined whether or not a correction execution condition is satisfied. Here, the correction execution condition is, for example, when the intermediate opening degree control of the intake control valve 30 is being performed and the engine rotation speed, vehicle speed, load, cooling water temperature, oil temperature, etc. are within predetermined ranges (for example, warm-up completion) (At the time of subsequent steady operation).

  If it is determined in step 101 that the correction execution condition is not satisfied, the program is terminated without executing the processing related to the intake control valve opening correction in step 102 and subsequent steps.

On the other hand, if it is determined in step 101 that the correction execution condition is satisfied, the processing relating to the correction of the intake control valve opening after step 102 is executed as follows. First, in step 102, the total heat generation amount in the combustion section from the start of combustion to the end of combustion is calculated.
Total heat generation amount = ∫ (heat generation amount) dθ

  Thereafter, the routine proceeds to step 103, where the total heat generation center of gravity position θ50, which is the crank angle at which the total heat generation amount from the start of combustion reaches 50% of the total heat generation amount from the start of combustion to the end of combustion, is calculated. The average value of the total heat generation amount gravity center position θ50 within a predetermined period may be calculated. The processing of these steps 102 and 103 plays a role as a means for calculating the total heat generation amount gravity center in the claims.

Thereafter, the process proceeds to step 104, where the target value θt of the total heat generation amount gravity center position is calculated . Since the total heat generation center of gravity position is a substantially constant value regardless of the operating conditions such as the engine speed, the target value θt of the total heat generation amount center of gravity position is set as a fixed value to simplify the calculation process . .

  Thereafter, the process proceeds to step 105, where the total heat generation center of gravity position θ50 is determined depending on whether or not the absolute value of the difference between the target value θt of the total heat generation center of gravity position and the total heat generation center of gravity position θ50 is equal to or less than a predetermined value. Is substantially equal to the target value θt. As a result, when it is determined that the total heat generation amount center of gravity position θ50 does not coincide with the target value θt, the routine proceeds to step 106, where the total heat generation amount center of gravity position θ50 is more retarded than the target value θt. It is determined whether or not.

  If it is determined in this step 106 that the total heat generation amount gravity center position θ50 is retarded from the target value θt, the opening degree of the intake control valve 30 varies in the opening direction and passes through the notch 33. Since the flow rate of the intake air has decreased and the strength of the tumble flow in the cylinder has decreased, the combustion state has deteriorated and the total heat generation center of gravity position θ50 has changed to the retarded side from the target value θt. In step 107, the opening degree of the intake control valve 30 is corrected in the closing direction by a predetermined correction amount (for example, 1 deg). As a result, the flow rate of the intake air passing through the notch 33 of the intake control valve 30 is increased to increase the strength of the tumble flow in the cylinder, thereby optimizing the combustion state.

  On the other hand, when it is determined in step 106 that the total heat generation center of gravity position θ50 is more advanced than the target value θt, it is determined that the opening degree of the intake control valve 30 varies in the closing direction. In step 108, the opening degree of the intake control valve 30 is corrected in the opening direction by a predetermined correction amount (for example, 1 deg). The processing of these steps 106 to 108 serves as an intake control valve opening correction means in the claims.

  Thereafter, when it is determined in step 105 that the total heat generation center of gravity position θ50 substantially coincides with the target value θt, the opening degree of the intake control valve 30 is the target opening degree during the intermediate opening degree control ( For example, it is determined that there is no need to correct the opening degree of the intake control valve 30 because the combustion state is in an appropriate state substantially coincident with 40 deg), and this program is terminated.

  In the present embodiment, the opening degree of the intake control valve 30 is corrected by a predetermined correction amount when it is determined that the total heat generation amount gravity center position is retarded (or advanced) from the target value. However, if it is determined that the total heat generation center of gravity position is retarded (or advanced) from the target value, the correction is based on the deviation between the total heat generation center of gravity position and the target value. An amount may be set, and the opening degree of the intake control valve 30 may be corrected by the correction amount.

[Ignition timing setting program]
The ignition timing setting program in FIG. 7 is executed at a predetermined cycle after the ECU 29 is turned on. When this program is started, first, at step 201, it is determined whether or not the fully closed position control of the intake control valve 30 is being performed. If it is determined in this step 201 that the fully closed position control of the intake control valve 30 is being performed, the process proceeds to step 202, where the engine speed and A reference ignition timing A corresponding to the load is calculated.

  On the other hand, if it is determined in step 201 that the fully closed position control of the intake control valve 30 is not being performed, the process proceeds to step 203 to determine whether or not the intermediate opening degree control of the intake control valve 30 is being performed. . If it is determined in step 203 that the intermediate opening degree control of the intake control valve 30 is being performed, the routine proceeds to step 204, where the engine speed is determined with reference to the ignition timing map at the intermediate opening degree of the intake control valve. The reference ignition timing A corresponding to the load is calculated.

  If it is determined in step 201 that the fully closed position control of the intake control valve 30 is not being performed, and if it is determined in step 203 that the intermediate opening degree control of the intake control valve 30 is not being performed, the intake control is performed. It is determined that the fully open position control of the valve 30 is being performed, and the routine proceeds to step 205 where the reference ignition timing A corresponding to the engine speed and load is calculated with reference to the ignition timing map when the intake control valve is fully open. The processing in these steps 201 to 205 serves as ignition timing setting means in the claims.

  Thereafter, the process proceeds to step 206, in which the same correction execution condition as in step 101 of FIG. 6 is satisfied (that is, the opening degree of the intake control valve 30 is corrected based on the total heat generation amount center of gravity position). Whether or not).

  If it is determined in step 206 that the correction execution condition is satisfied (that is, the opening degree of the intake control valve 30 is corrected based on the total heat generation amount gravity center position), the process proceeds to step 207. With reference to the map of the ignition timing correction amount B shown in FIG. 8, the ignition timing correction amount B corresponding to the total heat generation amount gravity center position θ50 is calculated.

  On the other hand, if it is determined in step 206 that the correction execution condition is not satisfied (that is, the opening degree of the intake control valve 30 is not corrected based on the total heat generation amount center of gravity position), the process proceeds to step 208. Then, the ignition timing correction amount B is set to “0”.

  Thereafter, the process proceeds to step 209, where the ignition timing correction amount B is added to the reference ignition timing A to correct the reference ignition timing A by the ignition timing correction amount B, thereby obtaining the final ignition timing. Thus, when the opening degree of the intake control valve 30 is corrected based on the total heat generation amount gravity center position θ50, the ignition timing is corrected accordingly and the ignition timing is set to an appropriate value. The processing in these steps 206 to 209 serves as ignition timing correction means in the claims.

  In the present embodiment described above, as shown in the time chart of FIG. 9, when a predetermined correction execution condition is satisfied during the intermediate opening degree control of the intake control valve 30, the combustion section from the start of combustion to the end of combustion is determined. The center of gravity position of the total heat generation amount is calculated, and the total heat generation amount center of gravity position is compared with the target position. If the total heat generation center of gravity position is on the more advanced side than the target position, it is determined that the opening degree of the intake control valve 30 varies in the closing direction, and the opening degree of the intake control valve 30 is changed to the opening direction. To correct.

  In addition, when the total heat generation amount gravity center position is retarded from the target position, since the opening degree of the intake control valve 30 varies in the opening direction, the combustion state deteriorates and the total heat generation amount gravity center position Therefore, the opening degree of the intake control valve 30 is corrected in the closing direction. Thereby, the intensity | strength of the tumble flow in a cylinder is strengthened and a combustion state is optimized.

  Since the total heat generation amount center of gravity position is a parameter for evaluating the combustion state and thus the opening degree variation of the intake control valve 30, the opening degree of the intake control valve 30 is based on the total heat generation amount center of gravity position as in this embodiment. Is corrected, the variation in the opening degree of the intake control valve 30 can be corrected to optimize the combustion state. Moreover, since the total heat generation amount center of gravity position is a substantially constant value regardless of the operating conditions such as the engine rotation speed, the engine rotation can be achieved by correcting the opening degree of the intake control valve 30 using the total heat generation amount center of gravity position. Even without using operating conditions such as speed, there is an advantage that the opening degree of the intake control valve 30 can be accurately corrected without being affected by the operating conditions, and the calculation load of the ECU 29 can be reduced.

  Further, in this embodiment, when the opening degree of the intake control valve 30 is corrected based on the total heat generation amount center of gravity position, the ignition timing is corrected by the ignition timing correction amount corresponding to the total heat generation amount center of gravity position. Therefore, when the opening degree of the intake control valve 30 is corrected based on the total heat generation center of gravity position, the ignition timing can be corrected accordingly and the ignition timing can be set to an appropriate value.

  In the above embodiment, the present invention is applied to a system including an intake control valve that controls tumble flow. However, the present invention is not limited to this, and the present invention includes an intake control valve that controls swirl flow, swirl flow, The present invention can be widely applied to a system including an intake control valve that adjusts the flow of intake air in order to improve the combustion state, such as an intake control valve that controls both tumble flows.

  In the above embodiment, the present invention is applied to a system that switches the opening degree of the intake control valve to three stages. However, the present invention is applied to a system that switches the opening degree of the intake control valve to two stages or four stages or more. Also good. Or you may apply this invention to the system which changes the opening degree of the intake control valve 30 continuously.

It is a schematic block diagram of the whole engine control system in one Example of this invention. It is a longitudinal cross-sectional view of an intake control valve and its peripheral part. It is a time chart which shows the relationship between a cylinder pressure and the amount of heat generation. It is a time chart which shows the relationship between the total heat generation amount and the total heat generation amount gravity center position. It is a time chart which shows the relationship between a combustion state and the total heat generation amount gravity center position. It is a flowchart which shows the flow of a process of an intake control valve opening correction program. It is a flowchart which shows the flow of a process of an ignition timing setting program. It is a figure which shows notionally an example of the map of ignition timing correction amount. It is a time chart which shows the execution example of the intake control valve opening correction | amendment of a present Example.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine), 12 ... Intake pipe, 16 ... Throttle valve, 21 ... Fuel injection valve, 22 ... Spark plug, 23 ... Exhaust pipe, 28 ... Crank angle sensor, 29 ... ECU (total heat generation center of gravity position) Calculation means, intake control valve opening correction means, ignition timing setting means, ignition timing correction means), 30 ... intake control valve, 31 ... cylinder pressure sensor (cylinder pressure detection means)

Claims (4)

In an internal combustion engine control device comprising an intake control valve for adjusting the flow of intake air of the internal combustion engine, and controlling the opening of the intake control valve in accordance with the operating state of the internal combustion engine,
In-cylinder pressure detecting means for detecting the in-cylinder pressure of the internal combustion engine;
A total heat generation center-of-gravity position calculating unit that calculates a center of gravity position of a total heat generation amount in a combustion section from the start of combustion to the end of combustion based on the in-cylinder pressure detected by the in-cylinder pressure detection unit;
An intake control valve opening correction means for correcting the opening of the intake control valve based only on the total heat generation gravity center position calculated by the total heat generation gravity center position calculating means,
The intake control valve opening correction means, when the intake control valve is controlled to a predetermined opening, when the total heat generation amount gravity center position is retarded from the target position set to a fixed value wherein the opening degree of the intake control valve is corrected to the closing direction, the if the total heat production center of gravity of the advance side than the target position for correcting the opening degree of the intake control valve in the opening direction A control device for an internal combustion engine.   The total heat generation amount centroid position calculating means calculates a predetermined position within the range of 10% to 90% of the total heat generation amount in the combustion section from the start of combustion to the end of combustion as the total heat generation amount centroid position. The control apparatus for an internal combustion engine according to claim 1.   The total heat generation center of gravity position calculating means calculates a position of 50% of the total heat generation amount in the combustion section from the start of combustion to the end of combustion as a total heat generation amount center of gravity position. Control device for internal combustion engine. Ignition timing setting means for setting the ignition timing according to the control mode of the intake control valve;
When correcting the opening degree of the intake control valve based on the total heat generation amount gravity center position by the intake control valve opening degree correction means, the ignition timing set by the ignition timing setting means is used as the total heat generation amount gravity center position. The control apparatus for an internal combustion engine according to any one of claims 1 to 3, further comprising: an ignition timing correction unit that corrects based on the ignition timing.

Images